Method and system for loading and unloading cargo assembly onto and from an aircraft

ABSTRACT

A system for loading and unloading a cargo assembly onto and from an aircraft. The system comprises an aircraft and a moveable platform. The aircraft comprises a forward fairing, an aft fairing, a spine disposed between the forward fairing and the aft fairing and a plurality of mounts coupled to the spine and configured to structurally engage the cargo container onto the spine. The aft fairing is movable between a fixed position for flight and an open position for at least loading and unloading of the cargo assembly. The aircraft is configured such that an unobstructed passageway is provided in an area underneath the spine during loading or unloading of the cargo assembly. An aft access is provided when the aft fairing is moved to the open position. The moveable platform is used to maneuver the cargo assembly for loading and unloading onto and from the spine, respectively.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation-in-part of U.S. patent applicationSer. No. 12/833,868 filed on Jul. 9, 2010, now pending, which is acontinuation-in-part of U.S. patent application Ser. No. 12/636,381filed on Dec. 11, 2009, now pending, which is a divisional applicationof U.S. patent application Ser. No. 11/782,850, filed Jul. 25, 2007, nowU.S. Pat. No. 7,699,267, which is a divisional application of U.S.patent application Ser. No. 10/996,799, filed Nov. 23, 2004, now U.S.Pat. No. 7,261,257. The disclosures of each of these references areincorporated herein by reference in each of their entireties.

FIELD OF THE INVENTION

The present invention relates to a cargo aircraft system and, moreparticularly, to a cargo aircraft system that is designed to transportmodular cargo units of various configurations and sizes.

BACKGROUND

The basic unit for transporting goods has been the truck. Being thebasic unit, the truck has defined limitations on intermodal containersthat can typically be transported by ships, trains and trucks. However,airplanes have generally been excluded from participation intransportation of intermodal and many other types of cargo. This is dueto the limitations placed by the design and construction of cargoairplanes.

The design and construction of most civilian cargo aircraft are based onthat of passenger airplanes. The basic structure is a monocoque-basedfuselage which is substantially cylindrical in shape. Monocoque-basedstructures support the structural load of an aircraft by a unitarystructural body, as opposed to heavier internal frames or trusses. Theunibody construction of the monocoque-based aircraft generally lacksufficient structure to adequately or efficiently support and distributeconcentrated cargo loads across the aircraft fuselage and to the wings.

Additionally, the cylindrically-shaped fuselage imposes additionalrestrictions on cargo size and dimensions. Thus, cargo having irregularor unusually large dimensions are generally unsuited for air transportvia today's cargo aircraft. Moreover, as most cargo units aresubstantially rectangular in shape, loading such cargo units into acylindrical fuselage results in a significant amount of wasted deadspace.

SUMMARY

The cargo aircraft systems disclosed herein comprise a spine structureonto which a cargo assembly may be mounted. The spine structure replacesthe cylindrically-shaped monocoque-based fuselages of today's aircraftand has sufficient structure, in combination with the cargo assembly, todistribute concentrated cargo loads along its length and to the wings.The cargo assembly is an integrated and unitary structure formed fromone or a plurality of cargo units coupled together. The cargo unit maybe a modular frame unit or a modular container unit and the resultingcargo assembly may be any one or a combination of modular frame andcontainer units. The cargo assembly is structurally integrated with thespine to form part of the aircraft structure such that the aircraft isable to withstand tortional and bending loads experienced during flight.Thus, the cargo assembly augments the structure of the spine, whichitself would not be able to sustain the tortional and bending loads ofthe aircraft when the spine is loaded with the cargo assembly. Moreover,because the cargo aircraft eliminates the need for additional structureto support the load of the cargo assembly, a significant reduction inthe weight of the cargo aircraft is realized. This, in turn, results ingreater fuel efficiency and decreased cost of operation.

In one embodiment, an aircraft for transporting a cargo assembly isdisclosed. The aircraft comprises a forward fairing, an aft fairing anda spine disposed between the forward fairing and the aft fairing. Theaft fairing is movable between a fixed position for flight and an openposition for at least loading and unloading of the cargo assembly. Theaircraft is configured such that an unobstructed passageway is providedbetween the ground surface and the spine during loading or unloading ofthe cargo assembly onto or from the spine, respectively. An aft accessto the unobstructed passageway and the spine is provided when the aftfairing is moved to the open position.

In accordance with a first aspect, the aft fairing is removed from theaircraft to provide the aft access to the unobstructed passageway andthe spine when the aft fairing is in the open position.

In accordance with a second aspect, the aft fairing is pivotally movedto provide the aft access to the unobstructed passageway and the spinewhen the aft fairing is in the open position.

In accordance with a third aspect, the aircraft further comprises lowerfairing doors pivotally coupled to lateral sub-structures coupled to theforward fairing and the aft fairing.

In accordance with a fourth aspect, the aircraft further comprises sidefairing panels disposed between the forward fairing and the aft fairing.

In accordance with a fifth aspect, the side fairing panels furthercomprise one or more subpanels, the one or more subpanels beingretractable to expose a portion of the cargo assembly. The subpanels maybe retracted to expose the portion of the cargo assembly while theaircraft is in flight.

In accordance with a sixth aspect, the aircraft further comprises aplurality of mounts coupled to the spine, the plurality of mountsconfigured to structurally engage the cargo assembly onto the spine. Theplurality of mounts may be actuated between an engage and a releaseposition, wherein in the engage position, the mounts structurally engagethe cargo assembly to the spine and wherein in the release position, themounts disengage and release the cargo assembly from the spine. Theplurality of mounts may be actuated in a release position to disengageand release the cargo assembly from the spine while the aircraft is inflight.

In accordance with a seventh aspect, the aft fairing comprises twohalves pivotally coupled to corresponding sides of the aircraft. The twohalves of the aft fairing are pivotally actuated in the open position toincrease drag during landing of the aircraft.

In accordance with an eighth aspect, the aircraft further compriseswings coupled to the spine. The aircraft may further comprise landinggear and supports coupling the landing gear to either one or both of thespine or the wings.

In another embodiment, a system for loading and unloading a cargoassembly onto an aircraft is disclosed. The system comprises an aircraftand a moveable platform. The aircraft comprises a forward fairing, anaft fairing and a spine disposed between the forward fairing and the aftfairing. A plurality of mounts are configured to structurally engage thecargo container onto the spine. The aircraft is configured such that anunobstructed passageway underneath the spine is provided during loadingor unloading of the cargo assembly onto or from the spine. The moveableplatform is configured for maneuvering the cargo assembly to and fromthe spine.

In accordance with a first aspect the aft fairing is movable between afixed position for flight and an open position and wherein an aft accessto the unobstructed passageway and the spine is provided when the aftfairing is in the open position.

In accordance with a second aspect, the moveable platform maneuvers thecargo assembly to and from the spine via the aft access and theunobstructed passageway.

In accordance with a third aspect, the movable platform furthercomprises sensors for determining a location of the movable platformrelative to the spine. The moveable platform may be configured to liftthe cargo assembly onto the spine. The aircraft spine and the movableplatform may each comprise means for determining a loading position ofthe movable platform relative to the spine prior to lifting the cargoassembly onto the spine for mounting thereon.

Other objects, features and advantages of the present invention willbecome apparent to those skilled in the art from the following detaileddescription.

BRIEF DESCRIPTION OF THE DRAWINGS

Illustrative embodiments of the present invention are described hereinwith reference to the accompanying drawings, in which:

FIG. 1 is a perspective view of an embodiment of the cargo aircraftsystem showing the aft loading of the cargo assembly onto an upper spineaircraft.

FIG. 2 is a perspective view of another embodiment of the cargo aircraftsystem showing the aft loading of the cargo assembly onto a lower spineaircraft.

FIGS. 3A and 3B illustrate the loading of the cargo assembly onto theupper spine.

FIGS. 4A and 4B are perspective views of an embodiment of the moveableplatform used for loading the cargo assembly onto the aircraft.

FIGS. 5A through 5C illustrate an exemplary sequence of loading,transporting and unloading of the cargo assembly from the aircraft.

FIG. 6 is an embodiment of a cargo assembly having a deployed parachute.

FIG. 7 is an embodiment of a cargo assembly and an aircraft havingretractable side fairings to expose select portions of the cargoassembly.

FIGS. 8A and 8B are top and bottom perspective views, respectively, ofan embodiment of a cargo assembly.

FIG. 9 illustrates the lateral deployment of a missile from anembodiment of the aircraft having retractable side fairings.

FIG. 10 illustrates the drop deployment of missiles or bombs from anembodiment of the aircraft having open lower fairing doors.

FIGS. 11A and 11B show different embodiments of providing an aft accessto the aircraft spine.

Like numerals refer to like parts throughout the several views of thedrawings.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

FIG. 1 illustrates an embodiment of a cargo aircraft system. The cargoaircraft system is depicted as comprising an aircraft 100A and a cargotransporter 190, such as a truck or a moveable platform, comprising acargo assembly 500. Embodiments of the basic structure of a cargoaircraft are also described in U.S. Pat. No. 7,261,257, issued Aug. 28,2007, and U.S. patent application Ser. No. 12/833,868 filed on Jul. 9,2010, the entire contents of which are incorporated herein by reference.

Generally, the cargo aircraft 100A comprises a forward fairing 110, anaft fairing 130A, 130B, and an empennage having laterally extendinghorizontal stabilizers 132 and twin vertical stabilizers 134. An upperspine 120 is provided between the forward fairing 110 and aft fairing130A, 130B. A plurality of mounts (not shown) is disposed at variousintervals along the upper spine 120 to structurally engage the cargoassembly 500 at various attachment points. A depiction of the mounts andthe manner in which the cargo assembly is coupled onto the upper spinevia the mounts, is further described in U.S. Pat. No. 7,261,257 andco-pending U.S. patent application Ser. No. 12/833,868.

The upper spine 120 is understood as comprising one or more layers ofinterconnected spars and bulkheads/ribs to which mounts are attached, asdescribed in co-pending U.S. patent application Ser. No. 12/833,868. Itis understood that the number of layers of interconnected spars andbulkheads/ribs may be provided as required by specific weight regimes.The upper spine 120 is designed to be as light as possible. As such, thespine structure is capable of supporting takeoff loads, flight loads andlanding loads of the aircraft when free of cargo. However, when thecargo assembly 500 is mounted onto the spine, the spine, by itself, isnot required to fully sustain bending and tortional loads in flight, andlanding and takeoff loads. The additional rigidity required is suppliedby the cargo assembly 500. The cargo assembly 500 augments the spine andaircraft structure so as to support these loads when it is structurallyintegrated to the spine. To this end, the individual units comprisingthe cargo assembly are constructed with sufficient structure andrigidity and are securely mounted to the spine such that bending andtortional forces experienced by the spine structure are imposed upon thecargo assembly.

The simplicity of the spine structure furthermore permits it to beconfigured in any variety of widths and weight capacities. Thus, forexample, the spine may be configured to support extra large cargo loadswhich cannot be transported within standard intermodal containers bysimply increasing the width and the number of layers of interconnectedbulkheads and spars to an extent necessary to accommodate such extralarge cargo loads. Thus, the spine permits greater flexibility withrespect to the dimensions of the cargo assembly than would be realizedby an aircraft with the standard monocoque-based cylindrical fuselage.Moreover, the structural features of the spine allow for the cargo loadto be more efficiently distributed along the spine and also to thewings.

Wings 122 are structurally associated with the upper spine 120. Wings122 may optionally contain fuel tanks (not shown). Forward landing gear152 may be provided underneath the forward fairing 110 and laterallanding gears 154 may be provided on both sides of the spine 120. Thelateral landing gears 154 extends from respective pods 150 for landingand take-off and retracts into the pods 150 during flight. Supports 140may couple the pods 150 to the spine 120 as shown in FIGS. 1 and 3A-Bor, alternatively, to the wings 122 (not shown). The supports 140 mustbe constructed of sufficient structure, as they experience compressionload from the lateral landing gear 154 during landing and take-off. Assuch, they may be constructed in a manner similar to the spine describedabove, based on the anticipated load of the aircraft and the cargoassembly. Engines 124 are shown in the embodiment of FIG. 1 to belaterally mounted to the spine 120. It is understood that the engines124 may also be mounted to the wings 122.

Side fairings 160 may be provided on both sides of the aircraft toreduce the drag of the aircraft in flight. Lower fairing doors 164 mayalso be pivotally coupled to the sub-structure 162 extending between theforward fairing 110 and the aft fairing 130A, B. The sub-structure 162may be further supported along its length via straps extendingvertically from the spine 120. The lower fairing doors 164 are pivotallyopened during loading and unloading of the cargo assembly 500 onto andfrom the aircraft 100A. The side fairings 160 and the lower fairingdoors 164 are preferably made of a composite light weight material andthe primary function of the aerodynamic fairings is to reduce drag. In aparticularly preferred embodiment, the side fairings 160 and the lowerfairing doors 164 are of a light weight structure and do not providesubstantial, if any, support or rigidity to the aircraft in flight.

The aft fairing in FIGS. 1, 3A, 3B, and 11B is depicted as having twohalves 130A, 130B, which are each pivotally coupled to correspondingsides of the aircraft. Alternatively, as depicted in FIGS. 2 and 11A,the entire aft fairing 135 may be provided as a single integral unitthat is pivotally coupled to one side of the aircraft. One advantage ofhaving the aft fairings in two halves 130A, 130B is that the two halvesmay be pivotally actuated in the open position during loading andunloading of the cargo assembly and also during landing operations toincrease drag and the reduce landing roll out.

FIG. 2 illustrates another embodiment of the cargo aircraft system. Thecargo aircraft system is depicted as comprising an aircraft 200 and amoveable platform 300 comprising a cargo assembly 510. The cargoaircraft 200 comprises a forward fairing 210, an aft fairing 230, and anempennage having laterally extending horizontal stabilizers 232 and twinvertical stabilizers 234. Unlike the aircraft depicted in FIG. 1, thecargo aircraft 200 comprises a lower spine 220 between the forwardfairing 210 and the aft fairing 230. A plurality of mounts (not shown)is similarly disposed at various intervals along the lower spine 220.The plurality of mounts may further be retracted beneath the surface ofthe lower spine 220 to facilitate loading of the cargo assembly 510.Once the cargo assembly 510 is loaded onto the lower spine 220, theplurality of mounts may be actuated to structurally engage the cargoassembly 510 at attachment points provided on the cargo assembly 510. Adepiction of the mounts and the manner in which the cargo assembly iscoupled onto the lower spine via the mounts, is further described inU.S. Pat. No. 7,261,257 and co-pending U.S. patent application Ser. No.12/833,868.

Wings 222 are structurally associated with the lower spine 220. Wings222 may optionally contain fuel tanks (not shown). Forward landing gear252 may be provided underneath the forward fairing 210 and laterallanding gears 254 may be provided underneath the spine 220 or the wings222. Engines 224 are shown in the embodiment of FIG. 1 to be mounted tothe wings 222.

Aerodynamic fairings 260 may be provided to enclose the cargo assembly510 mounted onto the lower spine 220. Again, the aerodynamic fairings260 are preferably made of a composite light weight material and theprimary function of the aerodynamic fairings is to reduce drag. In aparticularly preferred embodiment, the aerodynamic fairings 260 are of alightweight structure and thus do not provide substantial, if any,support or rigidity to the aircraft in flight. As explained above, theaft fairing 230 is a single integral unit that is pivotally coupled toone side of the aircraft 200.

FIGS. 3A-3B show the loading sequence of the cargo assembly 500 onto theupper spine 120 of the aircraft depicted in FIG. 1. As shown in FIG. 3A,the two halves of the aft fairing 130A, 130B are pivotally coupled tocorresponding sides of the aircraft and are opened to permit an aftaccess to the spine. The aircraft is further configured such that anunobstructed passageway is provided underneath the spine when the lowerfairing doors 164 are pivotally opened. Because there are no interveningaircraft structures between the ground surface 1 and the spine 120, avehicle or a moveable platform 300 may be maneuvered from the aft accessto a position directly underneath the spine 120. Once the moveableplatform 300 is in the appropriate position underneath the spine 120,the cargo assembly 500 is vertically elevated toward the spine 120 formounting.

As shown in FIGS. 4A-B, the moveable platform 300 comprises a surface310 upon which the cargo assembly may be supported and a pair oflongitudinal side flanges 312 to restrain the cargo assembly on thesurface 310. The surface 310 is coupled to a lift mechanism 350 which,in turn, is coupled to a frame 314 supported by a plurality of wheels320. The moveable platform 300 is movable in both a horizontal andvertical direction, either manually or remotely. The moveable platform300 may further comprise a mechanism to facilitate the properpositioning of the cargo assembly 500 relative to the spine 120 prior tolifting the cargo assembly 500 onto the spine 120. This may be done viasensors which track the position of the cargo assembly 500 relative tothe spine.

The absence of intervening aircraft structures when the fairing doors164 are pivotally opened also permit the aircraft 100A to deliver thecargo assembly 500 loaded onto the upper spine 120 during flight. Thismay be accomplished by disengaging the cargo assembly 500 from the upperspine 120, and thereby allowing the cargo assembly 500 to drop to adesired location.

FIG. 5A-C illustrate an exemplary sequence of loading, transporting andunloading of the cargo assembly from the aircraft 100A. As shown in FIG.5A, the aircraft 100A is supported on the ground by the forward landinggear 152 and the lateral landing gears 154 extended from the respectivepods 150 on either sides of the spine 120. It is understood that thelateral landing gears 154 and the pods are angled away from the spine120 so as to provide a clear passageway between the spine 120 and theground for the movement of cargo. This is more clearly shown in FIGS.3A-B, in which the arrangement of the supports 140 and the landing pods150 and the lateral landing gear 154 permit the unobstructed passagewaybetween the spine 120 and the ground.

FIG. 5A depicts the aircraft 100A in which the aft fairings 130A, 1308are pivotally opened to permit an aft access to the spine 120. Amoveable platform 300 comprising a plurality of wheels 320 is providedto transport the cargo assembly 510 through the aft access. Once thecargo assembly 510 is at an appropriate position underneath the spine120, the moveable platform 300 raises the cargo assembly 510 onto thespine 120 onto which it is attached via mounts. The aircraft 100A isready for flight after the cargo assembly 510 is structurally integratedonto the spine 120 via the mounts and the aft fairings 130A, 130B arepivotally secured in the dosed position.

FIG. 5B shows the aircraft 100A in flight with its forward landing gear152 and the lateral landing gear 154 retracted. The aft fairing doors164 are opened to permit the dropping of the cargo assembly 510 once theaircraft reaches a desired location for delivery. It is understood thatthe cargo assembly 510 is comprised of modular units of structural frameassemblies, structural container assemblies, or combinations thereof.The modular nature of the frames and containers allows great flexibilityin creating a final cargo assembly that is capable of accommodatingvarious types, sizes, dimensions and weights of cargo. Once thesemodular units are structurally coupled together to form a cargoassembly, they may be coupled to the aircraft spine to provide anintegrated structure that is capable of taking on and distributingbending and tortional loads to the spine and the wings of the aircraft.

FIG. 5C illustrates an exemplary drop sequence in which the cargoassembly 510 is initially disengaged and dropped from the aircraft spine120 as a single unit. In a preferred embodiment, the entire payload ofthe cargo assembly is disengaged at the same time so as to ensure thatthe weight distribution of the aircraft remains within an acceptablecenter of gravity. To that end, the mounts coupling the cargo assemblyto the upper spine 120 may further comprise explosives which detonate atthe same time to ensure complete and substantially simultaneousdisengagement of the mounts.

The modular units 510A, B, C comprising the cargo assembly 510 maysubsequently be disengaged from one another a pre-determined time afterthe cargo assembly 510 has been disengaged and dropped from the aircraftspine 120. In a preferred embodiment, the modular units 510A, B, C aredisengaged from one another by a timed explosive which detonates tosever the mounts coupling the modular units 510A, B, C together. Themodular units 510A, B, C are each further equipped with one or aplurality of parachutes 700 which deploy after the modular units 510A,B, C have been disengaged from one another. FIG. 6 depicts analternative embodiment in which a single parabolic parachute 800attached to a modular cargo unit 900 via lines 804 and risers 806.

While FIGS. 5A-C depict the delivery of the cargo assembly 510 while theaircraft 100A is in flight, it is understood that the cargo assembly 510may also be delivered when the aircraft 100A is grounded. In accordancewith this embodiment, once the aircraft 100A loaded with the cargoassembly 510 lands at the desired location, the aft fairing 130 and thelower fairing doors 164 may open and the mounts may disengage the cargoassembly 510. The cargo assembly 510 may drop to the ground and theaircraft 100A may proceed forward to clear the cargo assembly 510. Theunloaded aircraft 100A may then be loaded with another cargo assembly ortake-off to the next desired location.

In an yet another alternative embodiment, the cargo assembly may remainmounted onto the spine with only the contents of the cargo assemblybeing released. Such an embodiment is particularly useful in militaryapplications, as shown in FIGS. 7 through 10.

FIGS. 7 and 9 show an aircraft embodiment 100B in which the side fairingpanels 160 further comprise a plurality of subpanels 170 which areretractable to expose a portion of the cargo assembly 400 mounted ontothe spine 120. The cargo assembly 400 may be configured to house weaponsand ammunition. To that end, the cargo assembly 400 may comprise acombination of modular frames 410A, B, C and modular weapon bays 420A,B, C coupled together by attachments 450. The structural frames 410A, B,C may be configured to house cargo 412 and fuel 414, while the modularweapon bays 420 A, B, C may house various types of weapons, ammunitionor artillery. As shown in FIG. 9, subpanel 175 is retracted while theaircraft 100B is in flight to allow firing of ammunition 177 from aweapon that is housed in an exposed modular weapon bay.

FIG. 8A-B depict another embodiment of a cargo assembly comprising aplurality of modular weapon bays 714, 716 housed within a plurality ofstructural frames 710A-F coupled together by attachments 750. Modularweapon bay 714 is laterally oriented such that ammunition may be firedwhen the corresponding subpanel 170 is retracted. Similarly, modularweapon bay 716 is oriented downward towards the ground such that, whenmounted onto the aircraft spine, ammunition is fired or droppedtherefrom. One or more bladders 712 comprising fuel or other liquids mayoptionally be stored.

FIG. 10 shows an embodiment in which the bombs or ammunition 165 aredropped or fired through the opened lower fairing doors 164. Again, insuch an embodiment, the cargo assembly may be used to house artilleryfrom which ammunition 165 may be launched through the open lower fairingdoors 165 while the aircraft 100B is in flight.

It is to be understood that the detailed description and specificexamples, while indicating preferred embodiments of the presentinvention, are given by way of illustration and not limitation. Manychanges and modifications within the scope of the present invention maybe made without departing from the spirit thereof, and the inventionincludes all such modifications.

What is claimed is:
 1. An aircraft for transporting a cargo assemblycomprising: a forward fairing; an aft fairing movable between a fixedposition for flight and an open position for at least loading andunloading of the cargo assembly; a spine disposed between the forwardfairing and the aft fairing; wherein the aircraft is configured suchthat an unobstructed passageway is provided between the ground surfaceand the spine during loading or unloading of the cargo assembly onto orfrom the spine, respectively; and wherein an aft access to theunobstructed passageway and the spine is provided when the aft fairingis moved to the open position.
 2. The aircraft of claim 1, wherein inthe open position, the aft fairing is removed from the aircraft toprovide the aft access to the unobstructed passageway and the spine. 3.The aircraft of claim 1, wherein in the open position, the aft fairingis pivotally moved to provide the aft access to the unobstructedpassageway and the spine.
 4. The aircraft of claim 1, further comprisinglower fairing doors pivotally coupled to lateral sub-structures coupledto the forward fairing and the aft fairing.
 5. The aircraft of claim 1,further comprising side fairing panels disposed between the forwardfairing and the aft fairing.
 6. The aircraft of claim 5, wherein theside fairing panels further comprise one or more subpanels, the one ormore subpanels being retractable to expose a portion of the cargoassembly.
 7. The aircraft of claim 6, wherein the subpanels areretracted to expose the portion of the cargo assembly while the aircraftis in flight.
 8. The aircraft of claim 1, further comprising a pluralityof mounts coupled to the spine, the plurality of mounts configured tostructurally engage the cargo assembly onto the spine.
 9. The aircraftof claim 8, wherein the plurality of mounts are actuated between anengage and a release position, wherein in the engage position, themounts structurally engage the cargo assembly to the spine and whereinin the release position, the mounts disengage and release the cargoassembly from the spine.
 10. The aircraft of claim 9, wherein theplurality of mounts are actuated in a release position to disengage andrelease the cargo assembly from the spine while the aircraft is inflight.
 11. The aircraft of claim 1, wherein the aft fairing comprisestwo halves pivotally coupled to corresponding sides of the aircraft. 12.The aircraft of claim 11, wherein the two halves of the aft fairing arepivotally actuated in the open position to increase drag during landingof the aircraft.
 13. The aircraft of claim 1, further comprising wingscoupled to the spine.
 14. The aircraft of claim 13, further comprisinglanding gear and supports coupling the landing gear to either one orboth of the spine or the wings.
 15. A system for loading and unloading acargo assembly onto an aircraft, the system comprising: an aircraftcomprising a forward fairing; an aft fairing; a spine disposed betweenthe forward fairing and the aft fairing; a plurality of mountsconfigured to structurally engage the cargo container onto the spine;wherein the aircraft is configured such that an unobstructed passagewayunderneath the spine is provided during loading or unloading of thecargo assembly onto or from the spine, respectively; and a moveableplatform for maneuvering the cargo assembly to and from the spine. 16.The system of claim 15, wherein the aft fairing is movable between afixed position for flight and an open position and wherein an aft accessto the unobstructed passageway and the spine is provided when the aftfairing is in the open position.
 17. The system of claim 16, wherein themoveable platform maneuvers the cargo assembly to and from the spine viathe aft access and the unobstructed passageway.
 18. The system of claim16, wherein the movable platform further comprises sensors fordetermining a location of the movable platform relative to the spine.19. The system of claim 16, wherein the moveable platform is configuredto lift the cargo assembly onto the spine.
 20. The system of claim 19,wherein the aircraft spine and the movable platform each comprise meansfor determining a loading position of the movable platform relative tothe spine prior to lifting the cargo assembly onto the spine formounting thereon.